REPORT North Carolina DCFC Deployment Coordination Project

Transcription

1 REPORT North Carolina DCFC Deployment Coordination Project December 2014

2 PRIMARY INVESTIGATORS/AUTHORS Lisa Poger ORGANIZATIONS Advanced Energy CONTRIBUTORS Cyrus Dastur Kristi Jacobsen NOTE: REPORTED DATA AND REPUBLICATION Client may use reported data (e.g., test reports, project reports or research reports) from Advanced Energy in their entirety as delivered in any of the client s direct marketing or promotion campaigns. Any use of Advanced Energy s name or data received is not permitted in any other format. Clients wishing to use portions of Advanced Energy s reports or data sets that are not complete may do so; however, client must receive written permission from Advanced Energy before publication, distribution or releasing anything to the public domain. 2

3 TABLE OF CONTENTS INTRODUCTION... 4 Plug-in Electric Vehicles... 4 PEV Adoption Barriers... 4 Charging Stations... 7 PROJECT BACKGROUND DCFC Deployment DCFC Deployment Coordination PROJECT DETAILS Coordinate Project Efforts Identify Host Sites and Installation Contractors Installation Contractors Host Site Selection Support Installation Planning at Host Sites Document and Promote NC DCFC Deployments Overhead Shelter Dedicated Parking Visibility from Roadways Station Utilization Operation & Maintenance LESSONS LEARNED Pre-Project Planning Site selection Equipment selection Installation and Operation Promotional Activities CONCLUSIONS

4 INTRODUCTION Plug-in Electric Vehicles Electric-drive vehicles, including plug-in electric vehicles (PEVs), are helping the United States transportation sector reduce its environmental impact and carbon output of operation by utilizing the alternative fuel source of electricity. Electricity, as a transportation fuel, offers the potential to emit fewer pollutants than traditional gasoline and has the unique ability to become cleaner over time. With continued emphasis on the incorporation of renewable energies into utility generation portfolios, the emission reduction benefits of electric-drive vehicles are becoming increasingly more tangible. PEV Adoption Barriers Battery capacity, and its impact on vehicle driving range, is consistently reported as the greatest and most challenging barrier to wide-spread PEV adoption. General concern regarding the availability and accessibility of public charging opportunities not only affects drivers of battery-electric PEVs, such as the BMW-i3, Ford Focus Electric, Nissan LEAF and Tesla models; but also drivers of hybrid-pevs, such as the Chevy Volt, Ford C-Max Energi, and Toyota Prius Plug-in. For all-electric PEVs drivers, a lack of readily available charging infrastructure works to limit overall travel distances and reduces driver confidence in getting to and from their intended destinations. Vehicle Battery Size (kwh) EPA Estimated Driving Range (miles) Ford Focus Electric Nissan LEAF Tesla Model S 60/85 208/265 Table 1. PEV battery sizes and estimated driving range. 4

5 Hybrid-PEVs, which have a gasoline powered back-up engine (in addition to the electric drive motor) can refuel without PEV charging infrastructure, however, this practice reduces the total number of miles driven in electric-only mode and minimizes or eliminates the overall benefit of using electricity as an alternative fuel. A preference for hybrid-pev drivers to maximize their electric-only miles can be observed on the website VoltStats.net, which allows Volt drivers to log electric miles driven and compete for rankings in the Volt Stats! Hall of Fame. Figure 1. Volt Stats hall of fame website. [Source: Widely available and readily accessible electric fueling infrastructure can help maximize the benefits of using electricity as an alternative transportation fuel. Additionally, strategically placed charging infrastructures has the potential to significantly increase PEV adoption and overall electric miles driven. For example, workplace charging infrastructure installed at one corporate campus resulted in the doubling of PEV adoption in the first year following the infrastructure installation. PEV drivers now 5

6 coordinate through shared calendars to ensure all drivers have access to the charging stations. Figure 2. Workplace charging at Qualcomm Incorporated in Raleigh, NC. 6

7 Charging Stations Charging stations are available in a wide range of configurations and offer several charging speeds, or Levels, for electric vehicle fueling. Level 1 charging has the slowest charge speed and can take up to 20 or more hours for a full battery charge. Level 2 charging is up to four times as fast as Level 1, depending on the charger specifications and model of the PEV. Direct Current Fast Charging (DCFC), sometimes referred to as quick charging, can fuel a typical PEV in less than 30 minutes. The DCFC stations provide an additional benefit to electric vehicle drivers due to the increased charging speed compared to Level 1 and Level 2 charging. The DCFC equipment can also support several connection standards to serve the different classes of vehicles. DCFC Connector Standard Compatible Vehicles SAE J1772 Combo Domestic and European PEVs CHAdeMo Nissan LEAF, Mitsubishi i-miev Tesla (with adapter) Telsa Supercharger Telsa models only (proprietary specifications) Table 2. DCFC connector standards and compatibility. 7

8 While public access to Level 1 and Level 2 charging infrastructure has helped drive PEV adoption in North Carolina, public DCFC opportunities have been largely unavailable, with the exception of the Tesla supercharger (compatible only with Tesla vehicles). Figure 3. North Carolina public charging stations (Levels 1 & 2). [Source: 8

9 Figure 4. Registered vehicles in North Carolina by County. DCFC Deployments Advanced Energy (AE) coordinated deployment of five public DCFC stations for the state of North Carolina. North Carolina was targeted for these deployments due to the high rate of PEV adoption in several metropolitan areas of the state. This report documents the process for selecting participating host sites for the deployment program and the subsequent steps involved in coordinating this effort across the state. Lessons learned from this program will serve to support future infrastructure deployments for the growing market of PEV consumers across all states. 9

10 PROJECT BACKGROUND Projects like the West Coast Electric Highway, which deployed dozens of DCFC stations across the Pacific Northwest states of Oregon and Washington, found that easy and convenient fast charging can give electric vehicle drivers the range confidence to increase travel between communities and support longer distance road trips. By Having calculated the mileage to our providing a gas-station like experience, destination and determining that our PEV where vehicles are fueled in less time, could handle the range, my colleague and I convenient and public DCFC set off on our adventure. Unfortunately, we infrastructure may work to increase PEV did not account for getting lost along the adoption rates, extend PEV travel way. While the site was equipped with distances and support an overall increase public Level 2 charging, our schedule did not in electric miles driven. allow time to recover the miles needed for Where fast charge opportunities are unavailable, PEV drivers may find themselves choosing an alternate route or technology to avoid being stranded without adequate fuel supply. our return trip. As a result, we caught a cab back to the office and retrieved the fullycharged vehicle the following day. - Lisa Poger, Advanced Energy DCFC Deployment To address the absence of fast charge public infrastructure in North Carolina, AE began exploring DCFC deployments for North Carolina in early This decision was based on the presence of an existing state-wide PEV planning effort and projected rates of PEV adoption for the state. AE partnered with two Original Equipment Manufacturers (OEMs) to offer ten free DCFC units for immediate deployment across North Carolina. To facilitate stakeholder coordination and ensure consistency of the DCFC deployments, AE worked through previously established state-wide and regional collaborations, such as the North Carolina Plug-In Electric Vehicle (NC PEV) Taskforce, to achieve greater project success and stakeholder acceptance. 10

11 The NC PEV Taskforce is made up of more than 200 organizations and 400 individual stakeholders. AE and the NC PEV Taskforce have worked closely together over the past three years to establish North Carolina as a leader in electrified transportation and PEV readiness. In February 2013, the NC PEV Taskforce, led by AE, released a state-wide PEV Readiness Roadmap for PEV planning. This document is used by regional and municipal leaders for comprehensive PEV planning. Figure 5. NC PEV Roadmap. DCFC Deployment Coordination In March 2013, AE entered into an agreement with electric vehicle OEMs to coordinate deployment of up to ten DCFC stations for public access in select regions of North Carolina. The deployment effort was targeted toward the Greater Charlotte and Research Triangle metropolitan areas, where PEV adoption rates were observed to be highest. For this effort, AE collaborated closely with the NC PEV Taskforce and its Infrastructure Working Group (IWG) to leverage the previous PEV planning activities of the group and existing stakeholder relationships. AE served as the central coordinator and project administrator for the program and provided project planning, implementation support, and facilitation of stakeholder engagement. AE s work was paid for with 2013 and 2014 North Carolina public benefits funds, jointly administered by Duke Energy and AE. During the period of the AE DCFC Program, other DCFC deployment efforts were being coordinated throughout the state, including Tesla deployments, deployments at Nissan dealerships, and other partnerships with independent installation organizations. Deployments outside of the AE DCFC Program are not included in the subject of this report. The NC PEV Taskforce was the platform used to coordinate stakeholders for the various DCFC deployment efforts across the state ( 11

12 Table 3. DCFC deployment efforts in North Carolina as of February

13 PROJECT DETAILS The objective of the AE DCFC Program was to facilitate the development of a near-term strategic plan and provide project oversight for the deployment of ten DCFC stations in the metropolitan areas of Charlotte and the Research Triangle in North Carolina. The deliverables for the project were identified as: Coordinate program efforts Identify host sites and installation contractors Support planning and installation at host sites Document and promote NC DCFC deployments Coordinate Program Efforts AE was tasked with providing overall program oversight for the deployment of ten DCFC charging stations in the Greater Charlotte and Research Triangle metropolitan areas. AE developed and managed the project timeline and reported project status and milestones in periodic reports to project stakeholders. To facilitate stakeholder collaboration in the deployment process, AE worked through the NC PEV Taskforce IWG to provide a central point of contact for statewide stakeholders. The goal of the IWG was to develop a targeted approach for identifying preferred locations for DCFC in North Carolina based on the criteria and maps contained in the NC PEV Readiness Roadmap. The working group objectives were to: Ensure optimum coverage of PEV charging infrastructure with minimal overlap and a consistent deployment approach. Work to publicize the information contained in the NC PEV Readiness Roadmap in support of local entities that plan to install charging infrastructure. Collaborate and plan amongst entities at the regional level, such as metropolitan and transit planning organizations. The NC PEV Taskforce IWG met monthly to discuss DCFC deployments across the state and develop state-wide strategic planning guidance as an addendum to the NC PEV Readiness Roadmap. The NC PEV Readiness Roadmap and associated DCFC addendum can be viewed by visiting 13

14 Identify Host Sites and Installation Contractors AE identified prospective host sites by defining the host site selection criteria and soliciting program applications. Installation contractors were qualified through a request for qualifications (RFQ) process. Host sites seeking an installation contractor for their DCFC equipment can use this list to identify qualified contractors. Installation Contractors AE posted a RFQ solicitation for charging station installation contractors in April A copy of the RFQ for installation contractors is attached (Exhibit A). The following installation providers responded to the solicitation and were identified as qualified contractors for the program. Car Charging Group Brightfield Transportation Solutions Phillips Electrical U-Go Stations Host Site Selection The AE DCFC Program targeted host sites at commercial, retail, municipal, and stateowned locations along major urban corridors. These locations were identified as the highest impact locations for the growing base of metropolitan PEV drivers. Host site locations would also benefit from increased vehicle traffic to their locations. The process of identifying host site locations for the project included the following steps: Determine geographical boundaries of the program Determine host site qualification criteria Prepare program application Announce program and solicit host site applications Review applications and select host sites 14

15 Geographical Boundaries Applications for host site deployments were considered for locations within 35 miles of the downtown areas of Charlotte, Raleigh, Durham and Chapel Hill. The travel radius was based on a round trip estimate of 70 miles, consistent with the reported vehicle range of the 2012 Nissan LEAF. Region United States 70, , ,000 North Carolina 700 1,600 3,100 Table 4. PEV adoption rates in U.S. and North Carolina. Qualification Criteria To participate in the AE DCFC Program, host sites were asked to confirm their ability to deploy the equipment at their location and complete the installation within the project timeframe (March 2014). Additionally, applicants agreed to: Provide public access to the charging stations Assume responsibility for all costs associated with installation, operation and maintenance of the DCFC stations Provide quarterly reports on station utilization for a period of three years from the installation date In return for participation in the AE DCFC Program, host sites received, free of charge, a DCFC station delivered to their location for host site installation, ownership and operation (approximate value of $35,000). Program Application AE developed a program application to collect site-specific information from interested host sites. The information was used to determine program eligibility and rank the applications by specific selection criteria, such as location accessibility and proximity to major travel corridors. Advanced Energy identified two ownership models for this effort: 15

16 Site owner could install, own and operate the DCFC station Site owner could provide a host location for the DCFC station and allow a thirdparty vendor to install, own and operate the station Equipment owners would be responsible for all costs associated with installation, operation, and maintenance of the stations. Installation costs were expected to be in the range of $20,000 - $60,000. A copy of the AE DCFC Program host site application is included as an attachment to this document (Exhibit B). Solicitation of Applicants To maximize participation in the AE DCFC Program, AE utilized NC PEV Taskforce relationships and communication channels to notify potential host sites of the program opportunity. A copy of the AE DCFC Program host site solicitation announcement is included as an attachment to this document (Exhibit C). The initial solicitation for program applications was released in November As the specific features of the program were explained and understood, several applicants opted out of the program. The primary reason for applicants opting out of the program was the short timeline for completing station installation. A second round of solicitations was released in December In total, 38 host sites indicated interest in the deployment program. Selection of Sites Host site applications were reviewed for minimum requirements and ranked on their ability to meet the project objective of increasing the availability of DCFC infrastructure for public access. AE referenced the Oregon Electric Highway DCFC site selection criteria as a basis for ranking locations. Importance was given to sites with high traffic volume and easy accessibility from major travel corridors. The full list of site selection criteria is included as an attachment at the end of this document (Exhibit D). Selected Sites Sixteen host site locations completed the full program application. Of the 16 applicants, 5 locations were able to complete the installation process. 16

17 The reasons why all of the applicants did not complete the full installation process include: Cost of power upgrade made installation cost prohibitive Project deadline was too short to complete installations in time Stakeholder groups could not come to consensus (e.g. too many internal approvals needed) Sites that completed the installation process fell into one of two general categories: Institutional Properties including a university center, a municipal town center, and a health care service provider Commercial properties including large and small retail Host site locations were well-distributed along major urban corridors and were within a 35 mile radius of specified city centers. The diversity of host site locations will help to determine which location characteristics encourage maximum station utilization. The milestones, impacts, and lessons learned of the five DCFC installations are discussed in detail in a following section of this report. Figure 6. Host site deployment locations for the AE DCFC Program. 17

18 Support Planning and Installation at Host Sites The process of initiating and supporting host site installation included the following steps: 1. Secure letter of commitment from selected site 2. Assist evaluation of equipment placement options 3. Communicate applicable codes/standards and safety requirements 4. Review equipment specifications with host site representatives 5. Confirm receipt of permits to determine site installation readiness 6. Execute contract agreements for transfer of equipment 7. Order equipment for delivery to site 8. Confirm receipt and installation of station Step 1: Letter of Commitment To initiate the installation process, AE requested a letter of commitment from each host site applicant to confirm their on-going interest in the program. The letter of commitment stated that the host site owner understands the parameters of the program as follows: Stations will be installed and operational within the timeline of the project Stations will be publicly accessible Host site is responsible for the full cost of installation, operation, and maintenance of the station AE will transfer a DCFC station to the host site and the host site will become the station owner Reports of station utilization are to be submitted quarterly to AE for a period of three years after installation An example of the Letter of Commitment is attached (Exhibit E). Step 2: Evaluate Placement Options AE conducted site visits and provided technical support on station placement options and installation recommendations as needed. Recommendations for selecting an appropriate parking space for the charging station installation included consideration of the following site criteria: 18

19 Visibility o Locations more visible to drivers and pedestrians are more likely to be utilized and less likely to be vandalized. Proximity to Power Source o Selecting spaces close to an existing transformer or panel with sufficient electrical capacity will save cost. Avoidance of Existing Infrastructure and Landscaping o Installing charging stations close to existing infrastructure or trees can cause damage which may result in higher costs, potential hazards and other undesirable outcomes. Length of Parking Spaces o If there is a difference in length of parking spaces in a parking deck, longer parking spaces will allow for greater room to fit a charging station while maintaining usability and limiting the risk of vehicle impact. It is important that the installation of a charging station does not shorten parking spaces below minimum local zoning requirements. Width of Parking Spaces o Wider parking spaces decrease the risk of a cord being damaged if it lies to the side of the PEV, connected or otherwise, and provides space for proper operation of the charging station. o Additionally, wider spaces will make it more accessible for the driver to reach the charging port if the port is located on the side of the vehicle. Lighting o A well-lit parking space may reduce the risk of tripping and reduce damage to the charging station from vehicle impact or vandalism. o Additionally, lighting may aid in the operation of the charging station, including plugging in of the vehicle. 19

20 ADA Accessibility o Installation requirements that may impact compliance with the Americans with Disabilities Act (ADA) should also be addressed. Guidelines for installation best practices can be found in the Charging Station Installation Handbook on the Resources page of the NC PEV Taskforce website. ( Step 3: Communicate applicable codes/standards and safety requirements AE provided technical support to host sites by providing resources for charging station installation guidance and performing one-on-one consulting. In order to ensure common standards for vehicle charging, the National Electrical Code (NEC) and Underwriters Laboratories (UL) have developed codes and standards for charging station installation. The installation of electric vehicle charging systems is addressed in Article 625 of the NEC. Standard NEC NEC (A-F) Description General (Scope, Definitions, Other Articles, Voltage, Listed/Labeled) Wiring Methods (Electric Vehicle Coupler) NEC Equipment Construction NEC Control and Protection NEC Electric Vehicle Supply Equipment Location Table 5. National Electric Code descriptions. Step 4: Review Equipment Specifications AE identified Eaton Electric as the preferred DCFC station provider for the program. The selection was based on Eaton s ability to timely provide DCFC equipment while supporting North Carolina businesses and local job growth. Eaton manufactured the units in Arden, NC and participates as a stakeholder in the NC PEV Taskforce. 20

21 The CHAdeMO connector standard was selected for this deployment effort to support existing DCFC compatible vehicles (i.e. Nissan LEAF). Equipment specifications were made to ensure future upgrade ability to include the Society of Automotive Engineers (SAE) combination (Combo) connector in addition to CHAdeMO. For this reason, the station output power was limited to 40 kw to allow future upgrade of the equipment. At the time of this project, there were no SAE Combo compatible vehicles in the North American markets. Electric power use can be metered in a number of ways. Typically, energy use is measured as total cumulative consumption in kilowatt hours (kwh) and, in some cases, by maximum kilowatt usage during a defined period of time (i.e., instantaneous kw demand measured in 15- minute or 30-minute intervals). With demand-based metering, the maximum kw value represents the total amount of power that a utility must keep available for customer use. This demand value may cause a customer to pay additional fees, or demand charges, in cases where the customer exceeds an agreed upon value. The agreement between the customer and utility is typically defined in the utility rate schedule or tariff. Technical specifications of the charging equipment selected for this project are attached (Exhibit F). Host sites were also given the choice of a 30kW or 40kW charger configuration with optional communication ports and card-swipe payment features. AE advised host site owners to evaluate their utility rate schedules to determine a desired power level for the station. AE reviewed equipment specifications and operational power requirements with host site location representatives through one-on-one meetings and the development of DCFC educational materials. An educational PowerPoint presentation was provided to host sites for their use in decision-making and for building local stakeholder support. Step 5: Determine Installation Readiness AE requested approved permits and engineering drawings to ensure installation feasibility as well as host site installation readiness. Electrical permits were required for installation of the electric vehicle charging equipment, although specific requirements varied by jurisdiction. 21

22 Once the host sites were able to demonstrate installation readiness, AE submitted the order specifications to the manufacturer. Step 6: Complete Ownership Agreement To confirm legal transfer of ownership of the stations to the host site owners, AE prepared a donation agreement that specified the terms of the equipment donation. The agreement formalized the relationship between AE as the provider of the equipment and the host site owner as the recipient of the donation. A sample of the equipment donation agreement is attached (Exhibit G). Step 7: Order Equipment Host sites were given a choice in equipment configurations for the charging stations, including station power (30 kw or 40 kw), communications equipment (basic Ethernet or ChargePoint), and options for point-of-sale payment features (none or credit card swipe). A copy of the equipment order form for the program is attached (Exhibit H). Once ordered, the stations were custom manufactured in Arden, North Carolina and shipped directly to the host site locations. Step 8: Confirm Station Installation AE completed follow-up with each host site to confirm the operation of the stations and support public promotional efforts, such as dedication ceremonies and ride-n-drive events. 22

23 Document and Promote NC DCFC Deployments For this project, AE documented the installation process for all five stations in an effort to identify best practices and support future DCFC installations with lessons learned. The information collected from each installation included: Description of the decision-making process for program participation Description of the final installation location and alternatives considered Description of the decision making process for equipment selection Description of the installation process: o What was the permitting process? o Who prepared the site? o Who performed the installation? o How was the station commissioned? Description of stakeholder involvement Description of promotional activities Quarterly surveys of equipment operation and utilization These stations were the first publicly accessible DCFC stations in North Carolina. An updated list of all public DCFC stations in North Carolina can be found on the Department of Energy s Alternative Fuels Data Center webpage ( Decision-making Process In general, the decision-making process to participate in the program came from one or more organizational leads. Once the project was underway, the facilities or operations manager was the point of contact for the deployment. Education at all levels of the organization was necessary to maintain stakeholder One large hotel chain, on track to be the first host site consensus. Educational for public DCFC in North Carolina, placed the project materials developed for this on indefinite hold pending corporate headquarters effort are attached as Exhibit review. The project was championed by a local I. Where facility services facilities services representative who ultimately was personnel initiated the unable to gain sufficient support for the project despite application process, it was alignment with their corporate sustainability efforts. reported to be difficult to gain 23

24 consistent support from senior management, which ultimately postponed or caused cancellation of the project. The benefits communicated to host site locations throughout the decision making process included the following potential business impacts: Corporate recognition for environmental stewardship Market differentiation to attract/retain new customers Building Leadership in Energy and Environmental Design (LEED) points for availability of alternative fueling infrastructure o Energy management through future vehicle integration Revenue generation from access fees or advertising opportunities Additionally, the economic benefits for the state were summarized as: North Carolina has over 60 businesses related to PEVs and vehicle charging North Carolina is home to six charging station providers North Carolina industries can supply the PEV Market: o Vehicles and vehicle components o Electronic components and systems o On-board software and mobile apps o Battery components and recycling o Smart Grid integration North Carolina could be the home of Electric Motorsports Installation Locations Three-phase power (240V or 480V) is required for operation of the DCFC units. In general, installations were located nearest the identified power supply for ease of installation and lower installation costs. Of the sites that completed installation of the units, all locations had preexisting three-phase power infrastructure in place. Where three-phase power was not One host site applicant completed a utility assessment of power availability that indicated the need for an infrastructure upgrade. They abandoned the project due to uncertainty in the installation cost and unknown variability in the project schedule. 24

25 available, the perceived or understood infrastructure-upgrade cost kept the projects from moving forward to completion. A few of the barriers identified regarding the selection of an appropriate installation location included concerns about: Cost of overhead shelter Perceived preference for PEV drivers (with dedicated parking) Visibility from roadways Overhead Shelter Four of the five host site locations opted to reduce installation cost by providing no additional overhead shelter at the charging station installation location. One station was installed inside an existing parking structure that provides enclosed shelter for the charging location. Shelter is generally encouraged as part of project design; however, to date, lack of shelter has not been reported as an issue for station operability. Other DCFC installations may incorporate overhead shelter as part of the project design, such as Brightfield Transportation Solutions solar canopy for PEV charging stations. Dedicated Parking Dedicated parking did not appear to be a barrier for any of the installations performed under this program. The smallest parking lot offers 40 public parking spaces with the largest offering more than 5,000 parking spaces. Dedicated parking could be an issue for some municipally-owned properties with high-value parking areas, such as in downtown garages or on-street parking, however this issue was not noted as a barrier to host sites deployments for this program. Figure 7. Installed DCFC station. 25

26 Visibility from Roadways Selection of an installation location was driven mainly by proximity to the identified power supply. Visibility from the adjacent roadway was not a prime factor for station placement under this program. Analysis of going-forward utilization data will help to inform best installation locations based on station visibility and placement. Equipment Selection Equipment selection tended to be for the highest power output available (40kW), unless the installation location was constrained by utility rate demand charges. One site selected the 30kW configuration to avoid the additional operating cost associated with demand fees (See: Equipment Specifications above). Both publicly-owned host site properties declined payment processing options. These locations indicated that they plan to offer vehicle fueling free of charge for the time being. One host site operator opted for the card swipe payment feature, but has not activated the service as of the date of this report. This site also selected the ChargePoint communications system with the Code Division Multiple Access (CDMA) modem. The location has reported that they may assess a fee for charging in the future, but that currently a ChargePoint card is not necessary for station operation. Figure 8. Eaton station. 26

27 Figure 9. Available equipment options. 27

28 Installation Process The installation process varied widely across host site locations. Permitting requirements were defined by the local jurisdictions, with some more onerous than others, with permitting fees ranging from $30 - $100. For the sites that completed the installations, costs varied based on the parking area layout, proximity to the power supply, and the geography of the site. Where cost information was available, the average installation cost was $10,000 - $12,000. The reported installation costs were much lower than originally anticipated, as previous estimates of forecasted installation costs were $20,000 - $60,000. One location proceeded to re-grade the parking lot at the installation location to address Americans with Disabilities Act (ADA) compliance and improve access for all users. Figure 10. ADA compliant access route. Stakeholder Involvement Host sites were encouraged to keep local stakeholders informed of their project involvement and provide information on the anticipated impacts of the installation. Several of the host site locations coordinated project involvement through their local Clean Cities organization and provided information to the NC PEV Taskforce IWG. Participation in the NC PEV Taskforce also allowed stakeholders to stay informed of concurrent and future projects. Promotional Activities Promotional activities varied between host sites. One site held a public dedication event and ribbon cutting and has subsequently seen the highest utilization in the program to date. Other sites issued press releases or tied the opening of the stations to other local sustainability events. 28

29 In 2013, the NC PEV Taskforce provided recommendations for DCFC promotion opportunities in North Carolina as: Identify specific EV corridors where infrastructure exists or is planned Promote eco-tourism by highlighting the reduced emissions Link EV charging to renewable energy production Create an EV Retailer Program that recognizes participating businesses Utilize government incentive policies to encourage PEV adoption Further detail on DCFC promotional opportunities can be found within the NC PEV Roadmap Appendix 10 DCFC Infrastructure ( Quarterly Surveys AE gathered station utilization data starting in the second quarter of Host sites provided summary information for total power dispensed, number of sessions initiated, and total charge time for the units. Additionally, host sites reported on any operations and maintenance issues they encountered with the stations. Station Utilization The first station went online with service in February Three subsequent stations became operational in the second quarter of 2014 (April June).One station was delayed in commissioning until July The quarterly data from each site is summarized below. For the purposes of this report, the first and second quarters of 2014 were combined. 29

30 Charging Sessions per Quarter (2014) Sessions Q1 Q1-Q2 Q3 0 Small Retail Health Care Center Large Retail Municipal Center University Figure 11. Charging sessions per unit per quarter. The number of charging sessions was recorded for each host site location. At the time of this report, four of the five stations had reported usage data for the third quarter. One location was not operational until July 2014 and therefore did not report usage data for Q1-Q2. The two sites that offered promotional events in Q2 (large retail and municipal center) saw an increase in charging sessions from the second to the third quarter Power Output per Quarter (2014) kwh Q1 Q1-Q2 Q3 0.0 Small Retail Health Care Center Large Retail Municipal Center University Figure 12. Total power output per unit per quarter. 30

31 Total power output for all sessions during each quarter was reported by host site locations. For locations that provided data for both quarters, power output increased from the second to third quarter. For the municipal center location, power output more than doubled in the third quarter, with only a slight increase in number of charging sessions; indicating that vehicles received more power per session in the third quarter. Average Output per Session (2014) kwh Q1 Q1-Q2 Q Small Retail Health Care Center Large Retail Municipal Center University Figure 13. Average session output per unit per quarter. The average output per charging session for all locations ranged between 2.5 and 16 kwh. This average was calculated by dividing the total power output by the number of sessions. For one location, the average output per session increased dramatically between quarters; from 3.5 to 16 kwh. This suggests that vehicles are either arriving with a lower battery charge than in the second quarter (e.g. traveling further to the location) and/or staying longer at the charging station (resulting in a higher state of charge at the end of the charging session). This trend is consistent with longer visits at the host site location and could also represent the occurrence of workplace charging. Overall, the initial trend seems to be increased utilization over time. Ongoing analysis of the usage data will be valuable in gaining insight into the adoption patterns of DCFC. 31

32 Operation & Maintenance AE collected data on the operations and maintenance of the DCFC stations for the second and third quarters of Sites reported a variety of challenges and issues including the following: 1) Difficulty in commissioning of stations some locations did not have immediate access to a DCFC compatible vehicle for station commissioning. In one case, the host site owner contacted the manufacturer to arrange station commissioning. 2) Lack of clear guidance on signage and parking restrictions host site locations developed their own parking signs for the parking spaces consistent with their intended parking policy. One site implemented a one-hour free parking rule to encourage more vehicles to move through the space. Figure 14. PEV directional signage. 3) User education regarding station operation equipment failure was noted when the DCFC cord set was not properly connected with the vehicle. Additionally, users were stopping charging sessions using the emergency stop button instead of following standard procedures for ending the charging sessions (e.g. removing the cord from the vehicle charge port). Instructional signs are now being used to educate drivers on proper use of the equipment. 4) Equipment-specific challenges including: a) Screen visibility was reported to be a problem with the selected units. The manufacture was contacted and replaced one of the interface screens under the existing warranty. The manufacturer has noted this limitation and plans to make improvements to the display screen for new models of the station. 32

33 b) Error detection and reporting functions where equipment faults occurred, the displayed message did not indicate failure issue (e.g. when the cord was not properly connected to the vehicle) AE will continue to collect operations data from participating host sites to document the challenges and opportunities and support future DCFC deployments. 33

34 LESSONS LEARNED Coordination of the AE DCFC Deployment Program revealed several recommended implementation procedures that could greatly influence future project success. The recommendations fall into the following five categories: Pre-project planning Site selection for installation Equipment selection Installation and operation Promotional activities Pre-Project Planning Observations in this report indicate that pre-project planning is one of the most important indicators of project success. Project planning includes defining a project objective and engaging appropriate stakeholders. The project objective helps to identify the target market for appropriate placement of infrastructure. Suggested locations for a DCFC charging station under a variety of use scenarios are listed below. Public Workplace / Fleet Intra-City City-to-City Destination Museum, Library, Grocery Store, College Campus Transit Bus, Delivery Van, Taxi Road-side Business(e.g. Restaurant or Gas Station) Satellite Office or Warehouse Zoo, Hotel, Vacation Locations Corporate Headquarters Table 6. Charging station use scenarios. Once the target market or use scenario is identified, it is important to engage local stakeholders to communicate potential benefits and identify any barriers or challenges that will need to be overcome for project implementation. The NC PEV Taskforce is a state-wide stakeholder group for PEV adoption which served as the platform for involving stakeholders at all stages in the project. The taskforce has been providing PEV readiness and planning solutions for North Carolina since

35 Site selection In determining an installation location, it is important to first identify the minimum site location criteria. In general, the best locations for installation include sites where the electric power requirements have already been met. For locations where 3-phase power pre-exists, installation costs can be minimized. Additionally, minimizing modifications of the existing parking lot layout can help to contain installation costs. However, some modifications of site layout may be necessary to meet applicable code requirements and other standards, such as ADA requirements. Other site features that work best to improve overall station utilization include proximity to and visibility from major thoroughfares, access to public amenities (such as shopping and dining), and ease of entry and egress. Equipment selection Once the project objective is set and the installation location identified, equipment selection should work to support these decisions. To identify best fit equipment, it is useful to determine the specific needs for: Data collection and communications Equipment size and station footprint User interface and instruction Automatic controls and load reset Charging standards supported Power level Renewable energy integration Best practice would be to develop an equipment selection guide for determining the optimal equipment specifications. Additionally, it is important to prepare for technology upgrades and changes, such as new connection standards or advanced communications systems. Installation and Operation The installation process varied widely across host site locations. For the sites that completed the installations, costs varied based on the parking area layout, proximity to 35

36 the power supply, and the geography of the site. One key component to completing installation was commissioning of the stations. Where an available DCFC compatible vehicle was not available, commissioning of the station was delayed. While station testing equipment is not widely available to consumers, equipment manufacturers can complete this test. It is recommended to plan ahead for station commissioning. Additionally, it is recommended that clear instruction is available for equipment users including contact information if the system is inoperable. Stations may go off-line under a number of scenarios, so it is important to have a reset plan in place to optimize station utilization and provide reliable fueling infrastructure for electric vehicle travelers. Figure 15. Sample user instructions for DCFC station operation. 36

37 Promotional Activities Promotion of North Carolina DCFC deployments can help communicate availability to drivers and also provide economic benefits to the state as a whole. There are several methods for promoting the availability of new DCFC infrastructure including: Listing the site on a public database o Department of Energy Alternative Fuels Data Center Press release announcing deployment of the station Coordination with other host sites for public awareness o Eco-tourism o EV corridors o Sustainable travel The recommended best practices for the promotion of new and existing DCFC infrastructure includes development and distribution of educational materials for public outreach and targeting of specific EV markets. Where overlapping markets occur, such as public and workplace charging; existing relationships and programs can be leveraged to maximize PEV adoption impact. 37

38 CONCLUSIONS DCFC infrastructure deployments across the state can work to help PEV drivers overcome concerns of vehicle range and provide economic benefits to the state. While many challenges and barriers still exist for DCFC deployment, lessons learned from the first deployment will help guide future installations. Coordination of these deployments is essential to maximizing impact and making the most of opportunities that may exist with a state-wide network of infrastructure. Key lessons learned included the following: Stakeholder education is key o Host sites should be educated on what technologies are compatible with the installed equipment and what the limitations are for the user. o Impact of the equipment on power demand and consumption forecasts need to be addressed up front in the deployment process to best communicate operational costs and avoid unintended surprises. o Project success depends on all stakeholders understanding the specified technology, including benefits and limitations. Existing 3-phase power infrastructure is helpful o Where existing 3-phase power infrastructure is available, installation cost and deployment times can be minimized. o Installation costs for this project were lower than expected due to the availability of and access to existing 3-phase power infrastructure. o Average cost per installation was $10,000; compared to a projected cost of $20,000-$60,000. Promotional activities increased station utilization o Where stakeholder communities were involved in the station deployment efforts, such as dedication events and sustainability fairs, stations saw a rapid increase in station utilization from the date of first operation. o Advertising available charging opportunities at destination locations or along major travel corridors can increase station utilization and draw additional business to the installation location. 38

39 Equipment testing is essential o Operators should physically test units prior to purchase whenever possible to avoid unanticipated operating errors. o Where available, support services should be coordinated in advance. Regional planning can identify key connection points and prevent oversaturation o Coordination of deployment efforts at the state or regional level can help identify high priority areas for targeted deployments. o Stakeholder collaboration in defining key areas of opportunity will help to maximize the benefits of the infrastructure deployments. 39